Section 3: Problem Identification and Community Assessment

Overview

A description of the data sources and processes
used by the State to identify its highway safety problems is required
in the Highway Safety Plan (HSP). The State is also required to
identify the participants involved (committees, stakeholders, constituent
groups, etc.). The information and data sources utilized in these
processes must be listed.

This section describes the procedures and the data
analysis process used by TxDOT Traffic Operations Division’s Traffic
Safety Section (TRF-TS) to identify state and local problems for
the annual HSP.

What Is Problem Identification?

Problem Identification and community assessment is the discovery
of where, when, how, and why motor vehicle crashes occur. Also of
major importance is the identification of the causes of crashes and
collisions.

manage influences (for example, using statistical crash
data to highlight a particular problem area in order to obtain the
necessary support for instituting an effective countermeasure in
a jurisdiction).

General Problem Identification Procedure

Using the sources of information and the analytical processes
described later in this section, TRF-TS systematically analyzes
data to determine whether a proposed project is the best alternative among
the available options. Conclusions must:

support the available data

be site specific, whether that site is a county, city,
or roadway section.

TRF-TS typically follows the procedures below in problem identification
and analysis. Explanations of the requirements involved in these
steps follow. Typically TRF-TS:

identifies evidence that a traffic
safety problem exists

collects applicable data in the target jurisdiction

analyzes the data to determine what factors or characteristics
are overrepresented

determines if the problem “is of a magnitude that warrants
action?”

if yes, proceeds
to the following steps

if no, considers the possibility
that the initial indication may have been random.

Data Elements

Data elements fall into three general categories: people,
vehicles, and roadway. These categories may be broken down into
subgroups and assigned relevant characteristics, as shown in the
following table.

Data Analysis and Interpretation

Analysis means to divide a whole into its parts in order to
discover the nature, function, and relationship of those parts.

Data subgroups should be reviewed to determine over-representation.
Such over-represented subgroups indicate highway safety problems.
A good example of this would be the high percentage of teenage drivers
involved in crashes versus the much lower percentage among all drivers.

Further analysis should focus on subgroup characteristics.
For example, increased severity, or any other factors available
from the data.

Over-represented factors can be determined by comparing the
rate of crashes for a subgroup or characteristic within the jurisdiction
to the same rate in a comparable or larger jurisdiction. The rate may
be expressed either as a percentage or a ratio.

Percentage Example: If the percentage
of adult vehicle occupants that do not use
safety belts within a jurisdiction is greater than the statewide
percentage, then that characteristic is over-represented.

Ratio Example: Dividing nighttime (10
P.M. to 6 A.M.) crashes by the total number of crashes for the jurisdiction
within a given time frame produces a ratio, as follows:

Where:

F = fatality crashes

A = incapacitating injury crashes

B = non-incapacitating injury crashes

Night = 10 P.M. to 6 A.M.

If the ratio is higher than the statewide ratio, a Driving
While Intoxicated (DWI) problem may be indicated (since most nighttime
crashes are DWI related).

A vehicle crash description
in a local newspaper reported that two unrestrained infants were
severely injured in the incident.

2

Collection of applicable data
in the target jurisdiction

The Traffic Safety
Specialist (TSS) and a group of interested citizens conduct an observational
survey of vehicles entering and departing a local shopping mall
and find that only 63% of those transporting infant children were
using child safety seats.

A check with the local police department confirms that
child passenger safety is not routinely enforced.

3

Data analysis reveals overrepresented
factor

Since the 63% usage rate falls
well below the statewide average of 88.6%, an over-representation
of non-usage has been identified. Thus the problem has been identified,
but the reasons are not clear.

4

Determination that the problem
warrants action

(same as above)

5

Investigation of all possible
corrective actions

Is the problem due to:

ignorance of the law?

the inability of the population to afford child safety
seats?

willful misconduct?

lack of enforcement?

The answers will reveal the best course of action.

6

Determination of best course
of action

The best possible course of
action may be multi-faceted, incorporating two or more of the following:

Traffic Safety Community Needs Assessment

A general traffic safety community needs assessment should
be completed prior to the start of any new community-based project
(such as driving while intoxicated [DWI], occupant protection [OP], STEP)
or any proposed safe communities traffic safety project.

Purpose of Community Needs Assessment

A comprehensive assessment enhances crash-related data and
provides additional information regarding community resources (those
a community already has and those a community is missing) and community
attitudes toward a project. The assessment is also used to identify
gaps, duplication, and potential solutions or countermeasures. Information
gained in a thorough assessment makes it possible to develop an
action plan that best meets the needs of the community. The assessment
may also identify a shortage of certain resources or technical support
that may be available through a traffic safety grant with federal
or state funding. In this regard, information gathered during the needs
assessment will be helpful when developing a project proposal.

A community needs assessment can provide opportunities beyond
problem identification. A good assessment may also be used to gain
commitment for a project with sources of potential funding, with
the community itself, and with a sponsoring agency. Besides assessing
current resources, the process may also provide building blocks
for self-sufficiency and can be useful in addressing task forces,
community officials, and traffic safety committees.

Baseline Data

Establishing baseline data is a fundamental part of community
needs assessment and goal setting. Baseline data is defined as the
set of data representing the most current 12 months (or a comparable period)
of complete data available prior to the start of the first year
of the project. For example, if the most recent data available
for a first-year project are through December 31, 2015, then the
baseline year would be January 1, 2015 through December 31, 2015
for a grant starting in October of 2016. Potential subgrantees
should use the most recent certified data available for establishing
baseline data. Once the baseline is established, that figure will
be used to compare subsequent years. Prior to the start of the grant,
this data will be the baseline data for any subsequent year grants
with the subgrantee.

If good information has been collected through recent grants,
then that information could be used in the problem identification
section of the proposal. However, the baseline data in the performance goals
must be the data prior to the first year grant.

STEP Projects

The baseline number is critical in establishing the causes
and numbers of fatalities, injuries, and crashes and the amount
of property damage in a community. The baseline number for each
measure in a proposed STEP must be filled in. The baseline year
and the baseline number for each measure to be covered by a STEP
must be entered. The surveys and citation and crash data must be
from the site location (city, county, roadway section, etc.) that
the STEP will target.

The process involves obtaining and analyzing historical motor
vehicle traffic crash data relevant to the problem and proposed
project to determine the who, what, when, where, how, and why of
an existing problem. The TxDOT Crash Records Information
System (CRIS) can provide the latest crash data for a community. Other
pertinent data, such as safety belt use, may be included with the
crash data. The most recent certified local data available should
be provided to justify the traffic safety problem. The source and
date of the data and information should always be cited. Only data
for citations other than STEP citations must be used to establish
the baseline.

Documentation of Data. Some examples
of verifiable, current, and applicable data sources include:

your agency’s crash data files

hospital and emergency room reports

state or local surveys or assessments (for example, Texas
Transportation Institute [TTI] Safety Belt Survey for Fiscal Year
2014)

NHTSA Website

The National Highway Traffic Safety Administration (NHTSA)
website offers a wide variety of documents that contain information
on organizations that have completed a Problem Identification and
Community Needs Assessment. Visit the NHTSA website at
http://www.nhtsa.gov/,
and then enter “community assessment” in the search box.